Lifeboat



w. E. ELLING.

LIFEBOAT Filed Nov. 2, 1945 2 Sheets-Sheet 2 Patented Aug. 2, 194-9UNITED STATES PATENT OFFICE LIFEBOAT William E. Elling, Metuchen, N. J.

Application November 2, 1945, Serial No. 626,226

19 Claims.

This invention is a novel lifeboat, or small boat suitable forlife-saving purposes, especially of the kind adapted to be hoisted andlowered or launched by suspensi n ca les or chains carryin ouplin d v cs da ted t be h ok on t the stem and stern ends of the boat, and bywhich cables the boat may be lifted to suitable resting position oravailably stored when not in use, as by mounting upon davits onshipboard. Such lifeboats are customarily equipped with both rowing andsailing equipment, while modern lifeboats are usually also powered bypropelling motors, preferably liquid fuel engines, the boats havingprovision for storage of fuel as well as for equipment articles and withspace for supplies of water, food and various other commodities andessentials.

Am n the bjects of the r s nt inve io a d indeed all lifeboats are toensure safety and endurance by staunch construction, with highlongitudinal and transverse resistanc to strains; to provide buoyancy tofloat safely high even when loaded to capacity and flooded to thegunwale; also to confer stability against capsizir s by having thecenter of buoyancy well above the center of gravity; and high capacityin persons and goods, with seating and stowing spaces for all. Thesegeneral objects are well attained in prior pati nts at means o Feb u ry25,

1941 and No. 2,328, l3'7 of August 31, 1943, over which the presentinvention is an improvement in certain important aspects, although thefeatures hereof are not confined to utility in lifeboats em, bodying therecited patents. However as in said Elling patents the air or buoyancychambers hereof are preferably formed between the outer hull and apermanent inner hull which latter is stepped in a manner to provide, ateach side within the boat, one or more longitudinal benches or longseats; and with bulkheads or partition walls subdividing thebetween-hull spaces into built-in individual airtight compartments orchambers.

A special object of the present invention is to provide for the maximumcomfort and accommodation of a full load of passengers; and for theconvenience and safety of passengers in loading nd disc ar af ord ease af c li n ing to and from the seating places of the boat with minimumclambering and eifort on the part of the pas n s.

Anoth c al j ct is o ov de ready onvertibility of the lifeboat from acondition with maximum s ating a cit t n whe ein h midships p r on f theb at, for emer nc 11 reses, an ore-: and nobstruc ed QQ space of amplecapacity for the accommodation, for example, of a number of ill orinjured persons sup: elted in re l i g ost es or n s r che s- Amongother objects of the invention is to pro,- vide for the ready and safestowage of the various necessary long pieces of equipment, oars, masts,pars h use! wi h S perio se n sh w and in emo in h for active h bein onef the r eeen e obl m i lif boat eeri struction. Another object isprovision of ads vantageous means of storage of commodities, life srservers and 1 her t ms in a Snug and protested manner but quicklyaccessible in case of need.

Another object is to improve seating capacity with maximum comfort,allowing 17 inches in W d 25 -lQ QS i de t P p n- A further objeot is toenhance safety by supplemen ng the ateral Stiffness a an e of ch a boatby a low bracing system of special units placed at longitudinalintervals and located below and, preferably adapted to give support tohe a oor- Other and further objects and advantages of the invention willbe explained in the hereinafter following description of one or moreillustrative embodiments of the invention or will be understood by thoseconversant with the subject. To the attainment of such objects andadvantages the present invention consists in the novel lifeboat and thenovel features of structure, arrangement and detail herein illustratedor described- It is of utmost importance that passengers and crew of asinking ship when boarding a lifeboat w l ind. t eir laces ea oscattered eq pment and reasonably comfortable. Under establishedpractice every lifeboat must be equipped with a sa lm st o a l n h abouua to oi d the boat length, and with an antenna mast of about thesamelength, and with a sail which is attached to a spar of slightlyunder one-half the oat. len th a d mak n a bulky pa kage wh t-. stowed nthe r ul t on as), also it s n to nine cars which are slightly longerthan one-half the boat en th T ms J n d t ke a ubstan ial art o the flspace n d r passengers when placed on the thwarts and side seats. It isa special object of this invention to rovid m ns for read ly t ne uitems b low the 591) seat level, which result is herein made poss ble ba spec a s u tu f idsh p c oss s ats or b n hes ro d n passages f os tinthese elon ed tem do ar l o est upo the be t floor where they ma be 995cor lashed- The accompanying drawings illustrate a representative exampleof a motor-propelled lifeboat embodying the present invention, asfollows. Fig. 1 is a general perspective view of a lifeboat embodyingthe invention, showing a considerable portion of the exterior andinterior of the boat. the stern being at the far end of the figure sothat the rudder, propeller and other exterior stern parts are not seen,these forming no part of the invention; while the tiller and certainminor parts and details are omitted from Fig. 1 as unnecessary to adisclosure of the invention.

Fig. 2, on a larger scale than Fig. 1, is a vertical transverse sectionview taken substantially at the midship center of the boat, lookingforwardly, being substantially on the section line 22 of Fig. 4.

Figs. 1 and 2 show the boat in its regular or unconverted condition.

Fig. 3, on about the scale of Fig. 1, is a similar transverse sectionalView at midships showing the boat in its converted condition withunobstructed central floor space.

Fig. 4, on about the same scale as Figs. 1 and 3, is a general righthand side elevational view shown largely in central vertical section.

Fig. 5 is a partial sectional view on a larger scale than the earlierfigures, taken on the section line 5-5 of Fig. 4, showing details ofcertain structural elements near the lower central part of the boat.

Fig. 6 is an interior elevational view of a detail, showing an invertedbox or housing for accommodating such equipment as life preservers,located beneath one of the passenger seats of the boat; the figure beingpartly broken away to show the interior construction.

Fig. 7 is a bottom plan view of the stowage housing or enclosure shownin Fig. 6.

Fig. 8 is a vertical longitudinal sectional view showing certain detailsof hull construction, taken on the section line 8-8 of Fig. 3.

Fig. 9 is a further enlarged sectional detail view showing a manner ofjoining inner hull walls and partitions.

While modern lifeboats are of various dimensions, usually running fromabout 18 to 36 feet in length, more or less, for use on seagoing vesselsthe boat herein illustrated may be considered as representative of alifeboat, with marine engine installed, of a length of about 28 feet,beam 9 feet YY alloy which is substantially non-corrosive, and

which may be protectively coated or painted if desired. The outer hull,or at least the lower shell-plating thereof, may be of sheet aluminum ofNo. 10 B. & S. gage or about 0.10 inch thick, while the upper portionthereof and various inside plates and parts may be somewhat thinner, aspermissible, but some thicker as necessary. Such a lifeboat, asillustrated, may have a normal capacity of 54 persons or, under morestrict wartime regulations, 40 persons. When fully loaded its weight maybe of the order of 13,000 pounds, and when completely stripped, orbefore being equipped and loaded, about 3,500 pounds; or a similarlifeboat without motor about 2,800 pounds.

The lifeboat is shown constructed with elongated air tanks within theopposite sides of the shell which preferably, as in said prior patents,are permanent or built-in, the air space being thus confined between theouter hull or shell and the inner hull, the two interconnected or welded4 airtightly throughout, and each longitudinal tank being preferablystraight at its inner side, and being interiorly partitioned by walls orbulkheads into separate sealed compartments, some of which may beopenable to permit, for emergency purposes, the stowing of reservecommodities.

Also like said prior patents the inner hull at each side is preferablycomposed of a series of formed or bent hull plates which are steppedupwardly from near the keelson to near the gunwale, these separate hullplates being outwardly flanged and thereby sealed to the partitioningbulkheads which subdivide the tank into the individual air compartmentsor chambers. Such stepped inner hull provides longitudinal benches, withfootroom and with support for a removable flooring above a central,longitudinal bottom well.

The stepped inner hull form being employed, with two or more stepsbetween the keel and gun" wale. it is of value, as explained in theprior patents, that the steps at each side are such that an imaginaryconstruction line XX, drawn between the keel and gunwale as applied inFig. 2, shall intersect the several risers and treads and traverse thelow central well or trough which collects the intaken water between theopposite lower risers of the inner hull.

Referring to the illustrated structure by reference numbers, theshell-plating or outer hull l5 of the lifeboat extends, in the form ofshaped sheet metal either in a single piece for each side or in strakesor strips, from the stem post it to the stern post I! at each side, theconvex opposite sides being preferably straight amidships but convergingcurvedly to the end posts, between the keel l8 and the gunwale l9, thelatter preferably consisting of a heavy or rigid angle iron or aluminumbar riveted upon the top rim of the outer hull. This gunwale carries atits two sides a series of rowlocks 2| for propulsion by cars, and at oneor both ends a supplemental rowlock 22 for steering in emergencies whenthe rudder has been disabled or lost. overhanging the gunwale is shown aconventional system of lifelines 23 having their inner ends engaged inapertures in the bulkhead wall extensions 38 to be described.Conventional grabrails 24 are indicated at the underside of the shellwell outwards from the keel.

The boats inner hull basically resembles those shown in said priorpatents, comprising at the opposite sides of the central bottom well 25a pair of symmetrical hull structures 26, composed of sheet metal andunited to the outer hull but shaped well inward therefrom so as toafford elongated buoyancy tanks at the opposite sides. Each tank-forminginner hull structure is permanent or built-in, their edges which arecontinguous to the outer hull being air-tightly riveted, welded orotherwise unitedwith the shell.

Further; as in said prior patents, each inner hull structure isillustrated of stepped formation, having a plurality of enclosing flatstep elements trending from a line near the keel upwardly and outwardlyto a point on the shell near the gunwale. Thus each inner hull structureis shown formed with a first riser 21, being a sheet metal membersecured to the outer hull near the keel, the sheet metal thenceextending flatly outwards as a first tread 28, succeeded in turn by asecond riser 29, and so forth, in this case the second tread 30 beingthe top tread of the inner hull and affording an elongated side benchadapted to seat a substantial number of passengers. Each inner hull mayconsist substantially of a lengthwise series of hull sections, eachbeing of compartment length and comprising its risers and treads eithermutually integral and bent to shape or at their corners tightly rivetedor welded together; and as a whole the side bench or benches therebyprovided may each be substantially straight, at its inner edge andparallel to the boat centerline, but it its ends 3i tapering somewhatWhere the outer shell curves and converges into intersection with thebench line. The risers 21, each taper similarly." at 3l--, l.

Instead of seating the passengers directly upon the metal tread ortreads or benches of the inner hulls, these are preferably overlaid withrigid mats or wooden planking 32, these extending the full length of thebuoyancy tanks; beyond the ends of which planks, and extendingsubstantially to the bow and stern at the two sides are bridging planks33 laid diagonally, and between the ends of which. are bow and stem endseats 34. Also, in the illustrated example, the boat flooring consistspreferably of attachable and removable wooden planking comprising aseries of transverse planks or floor sections laid across between theopposite second risers 29 and resting down upon the first treads 28 atthe two sides. So also the cross seats, including thwarts, and thelongitudinal and other seating accommodations are covered by or consistof planks or seat boards of wood or similar non-metallic material. Theside benches 3d, diagonals 33 and end benches 34 may be termedperipheral benches, distin uished from the cross seats.

The air tank space between the outer and inner hulls at each side issubdivided into a. number of subspaces or compartments by means of aseries of bulkheads or partition walls 3i set in transverse verticalplanes, each such cross wall extending and connected in an air-tightmanner to and between the outer hull E5 and the several riser and treadportions 2? to 38 of the inner may be attached to the outer hull bywelding or flange-riveting, while the connection to the risers andtreads of the inner hull maybe by means of exterior extensions 38 of thebulkhead walls enclosed and air-tightly secured and sealed betweenadjacent flanges 39 formed at a ri ht angle upon each of the risers andtreads of each of the separate sections of the inner hull as shown inFig. 9. The cross walls 37 at each side also extend upward at 38 to thegunwale, which is attached thereto.

The described arrangement comprising a stout construction oflongitudinal air tanks extending at the two sides substantiall the fulllength of the boat gives added strength against transverse strainsbecause of the opposite arched formations; and this supplements thebracing thwarts and G3, as do also the bottom well structures to bedescribed.

Some or all of the individual compartments 36 may be used for stowinreserve articles and commodities by reason of the circular accessopenings or handholes as shown, airtlghtly closed by removable rings orflanged covers til.

To refer to certain general apparatus, the drawings indicate aconventional kind of propelling engine 42, preferably a fluid fuelmotor, located well aft, and with the control station All of the boatimmediately forward thereof. The motor is shown enclosed in a box 33having a fiat top, and the engine exhaust pipe is shown as enclosedwithin a housing or covering structure 44, the exhaust deliveringthrough a hole in the outer hull above the diagonal side bench at theport side. In connection with such general matters it is not necessaryto describe such common elements as the stern tube, the propeller, therudder, the tiller and similar parts.

Referring next to the conventional thwarts which give transverse bracingand provide seats for oarsmen, there are disclosed a forward thwart 45and an after thwart 46, each of these constituting a cross benchsuitable for rowing and being mounted as a permanent part of the boatstructure, extending across rigidly between the two sides of the hull,and presenting resistance to bending or crushing stresses or pressuresupon the sides of the boat. The seat portion of each thwart ispreferably a plank composed of wood, with its ends supported byconventional thwart brackets mounted near the inner edges of the topmosttreads of the inner hull at each side; the bracing benches constitutingthe thwarts being substantially at the level of the longitudinal benches33 or the seating planks 32 restin thereon. The after thwart 46 may besubstantially like the forward thwart, or it may be interrupted by theinterposition of the motor box 43, as shown, this thwart thus being intwo parts each extending transversely between the motor box and theinner hull. In addition to the support of the described thwarts from theinner portions of the inner hull, they may be additionally supported bya pair of permanent stanchions 43, such stanchions or posts being shownfor the forward thwart 45, in the form of upright angle-irons, eachextending upwardly from the structural unit below the planked floor 35,the stanchions carrying brackets or gussets L 9 upon which the thwartplanks 45 rest firmly.

The forward thwart may be utilized for the suitable support of aremovable mast, not shown, the mast extending downwardly through anapertured mast step 5 l, at the rear edge of the thwart, and therebelowinto a mast seat 52 permanently mounted near the keel.

By way of increasing the interior seating capacity of the lifeboat thereis shown, immediately in front of the forward thwart 45 a double widthaxially positioned seat 54, the front end of which 0 may be rounded andabridged so as to leave ample room to walk the floor between the axialseat, and the nearby peripheral seats, namely, the bow end seat 34, theside seats 30 and the diagonal bridge seats 33. The double width seat 54is shown as connected by hinges 55 at its after edge to the forward edgeof the thwart 45, so that the axial seat may be swung upwardly tovertical position, or over rearwardly and down to an inverted positionwhen the mast is not in use. By this arrangement of hinged axial seat itis possible to provide an underneath box 55, secured to and liftablewith the axial seat, this box being adapted for the stowing of variousimportant articles or supplies, which become readily accessible by theupswinging of the seat and box. When the seat is restored to normalposition it may have its free end supported above the floor 35, as bythe box 56.

The boat may be without the motor 42, 43 shown in Figs. 1 and 4; and inthat case the arrangement of hinged axial seat 54 and box 56 shown nearthe bow end may be duplicated near the stern.

Various other storing conveniences for equipment, supplies, etc.,include the following. Below theliftable. flooring are shown a fuel tank58 and a watertight provision box or tank 59. Beneath the starboard reardiagonal bench 33' is a tank or enclosure 60 for small equipment, whilebelow the opposite bench is a weatherproof enclosure 6| for ready accessto such larger equipment as life preservers Y. This is closed at all butthe bottom side whereat is a retractible bar E52 with supporting wings63, all readily pulled out to drop the article upon the floor foremergency use. The near wall of GI ma be transparent.

Attached near the bow and stern posts [6 and I! by means of brackets 64are the hoisting hooks 65 adapted to receive and hold suspension cables,or eyes provided thereon, and to release the same at will. Thesesuspension hooks 65 may be of any conventional type or make, for examplehaving a cuplike or cylindrical locking member 66 for the swinging hook55, the locking cup being rotary between locking and released positionsand being operated by an upright supporting rockshaft 61. According tothe present improvement the rockshafts Bl at the two ends of the boatare operable simultaneously from the control point ii forward of theengine. For this purpose there are shown diagonal end shafts 69,connected to shafts 51 by universal joints, and extending therefrom to acommon longitudinal shaft 19, offset to one side of the boat, thus toclear the engine, and near the control point provided with a releasingmeans or handle ll, which may stand upwardly when the hooks are lockedin suspension position, or be thrown inwardly and downwardly to a normalposition wherein the two hoist hook locking members 66 aresimultaneously shifted to release position, for example when thelaunched boat has reached the water or even slightly in advance thereof.

Coming next to the midship construction of the lifeboat, it is firstpointed out that the thwarts or bracing benches 15, 46 are respectivelywell forward and aft of the boat center. There may be a plurality ofbracing thwarts at one or both ends of the boat, in which case the onesreferred to are those nearest to the boat center, and in the presentinstance are the only true thwarts.

These forward and. after thwarts are spaced well apart from each otherthereby leaving the midship space of the boat, and the flooring thereof,free of permanent thwarts or bracin benches. Instead of thwarts at themidship portion of the boat there is a plurality or series ofintermediate cross benches 35, extending transversely above the midshipfloor space and adapted for seating passengers or oarsmen, but notcontributing to transverse bracing. By this plan of construction theaforesaid objects are attainable of convertability of the boat toprovide a large clear midship floor space, and the abridgment of theseintermediate cross benches to facilitate quick access and free movementof passengers within this part of the vessel. By the midship portion ofthe boat is meant from a third to a half, more or less, of its insidelength, about two-fifths or 40 percent, between thwarts 45 and 46 beingshown.

The advantage of convertibility is attained by the provision of mountingmeans for the midship cross benches 75 which permits ready detachmentthereof, thus to afford the desired long and wide midship floor space,substantially clear of obstructions, and available for the accommodationof persons on stretchers, or for other special purposes, pertaining tothe carriage of special goods or the performing of special operations onboard the lifeboat.

The purpose of freedom of walking to and from given seating locations onthe boat floor when all the cross benches 15 are in place is attained bythe abridging of each of these cross benches, preferably at both of itsends, to an extent well short of the hull structures at the two sides ofthe boat, for example to the extent of about 8 to 10 inches; incombination with underneath supporting means for these benches,preferably in the form of posts 76. The truncating of the benches thusprovides substantial access gaps 11 between each bench and the hull atboth sides, these being ample to permit walking around the benches,Without having to clamber over them, when taking or leaving seatingpositions, or otherwise; a vital point when despatch is of the essenceof life-saving. In the particular structure shown, wherein each innerhull structure is of stepped formation, the cross benches may be atsubstantially the level of the topmost treads or long side benches 30,and the access gaps 1'! may extend between each bench end and the nearcorner or step where the topmost riser and tread meet. The presence ofthe gaps, and especially with the rounding of the cross bench ends,materially increases the seating capacity of the side benches, providingimproved leg and knee room.

A particular advantage of the described abridged bench arrangement isthat the bench supporting posts l5 may be inset somewhat from the endsof the bench, as shown, thus to provide substantial stowage spaces 13well adapted to receive long items of equipment, designated Z, notablyoars, boathooks, masts and spars, which may be readily inserted by Wayof the gaps ll of the several cross benches, to rest upon the floor,either loose or lashed, or to be removed therefrom through the gaps whenrequired. Fig. 2 indicates such long articles of equipment stowed in thespace l8, wherein they may extend sometimes beyond the end thwarts 45and G6 to be confined thereby, or the entrance gaps may be obstructed tothis end. However, for temporary occasions, as when launching, a fewvital articles, as a boat hook and four oars, may be located for readyservice, that is, accessibly placed on top of the side benches 30, orlaid near the centerline of the cross benches 75.

The specifically illustrated structure attains both of the purposesmentioned, the midship cross benches being so shortened that each ofthem can be passed around, as around an island, while all of them areeasily detachable to afford the convertibility feature. To carry outsuch complete duplex purpose not only the cross benches 15, but also thesupporting posts or stanchions 16 are readily removable and attachable,thus at will either providing the large mid-floor space or providing thecross benches for normal seating and rowing use. In the preferredstructure the bench supporting posts are attached to the benches and areremovable therewith, the post lower ends being mountable in suitablereceiving devices or sockets 19, below the floor lever. The posts may behinged to fold against the undersides of the benches thereby to permitcompact disposal and stowing.

The particular illustrated means for mounting and demounting theremovable midship island benches 15 is as follows: Each such bench issupported at the top ends of its cylindrical posts 16, which may becomposed of piping, there being triangular braces or gussets at the topof each post to afford solid support for the wooden plank constitutingthe cross bench. The two supporting posts or pipes for each bench extenddownwardly through apertures in the floor 35 and thence into twoopposite upright sockets 19, which are elongated or tubular to receivethe posts. A stop means or pin 82 may be provided within each socket orupon each post to determine the extent of lowering of the post intoposition; and lock means 83 may be employed to hold the posts andthereby the bench at the predetermined height, this lock means forexample being a pin inserted through bores in the sides of the socketand post. Each socket member 79 may be firmly and permanently secured asa part of the boat structure, for example by being welded to anattaching plate 85 which in turn is riveted, bolted or welded upon apermanent cross member 81, herein called a thwart beam, below the floor,as will next be described.

It remains to describe the below-floor structure or unit, mountedpermanently in the central bottom space, in the nature of a trough, wellor recess 25 existin between the opposite inner hulls or the riserelements 27 thereof; the stepped formation of the inner hulls beingadapted to drain down into this receiving well all water that may enterthe boat, which water thus becomes located most advantageously forstability. Within this central well is provided a series of built-upunits or framelike bracing structures 86, of open construction, spacedalong the length of the boat,

for example one beneath each thwart and one u beneath each cross benchin the midship part of the boat; these well structures giving a strongtransverse bracing effect by reason of the solid and rigid manner inwhich they space apart the opposite inner hull structures, thereby inturn through the alined interior bulk heads transversely bracing theouter hull or shell and contributing to making up for the lack ofbracing thwarts at a higher level in the midship portion of the boat.Each of these low units may comprise several bars, interconnecteduprights and horizontals being shown.

Across the upper part of the well, each built-up unit or frame 86comprises a low horizontal bar or thwart beam 81, in the nature of across brace between the opposite inner hulls, and centrally attachedthereto an upright stanchion 88. These members 81 and 88 may be ofconventional structural beam form, such as channels, and the stanchionextends downwardly to where at its foot it receives bottom supportthrough an interconnectin head plate 89, attached to the stanchion, andto which are also attached a cross member consisting of a pair ofopposite cross bars 90 extending outwardly to the inner hull structureat each side. These cross bars meet centrally at their lower edges, butthereabove they are shaped, bevelled or cut away to provide a triangularlimber hole 9|, by which residue water can flow longitudinally along thebottom well or trough 25 to reach a suitable pumping well or sump. Thedescribed structural units 86 may be completed by the provision ofupright bars 92 extending from the outer ends of the cross bars 90upwardly to the outer ends of the thwart beam Bl. All of these parts 8?to 92 may be permanently and rigidly united in a suitable manner, as byrivets or welding. These structural units may be substantially similarat the positions below the true thwarts such as 45 and below the specialcross benches l5, excepting that in the latter case each unit issupplemented by provision for the removability of the rod-like benchposts or pipes 16, namely, the tubular receiving sockets l9 therefor,secured to the thwart beam, whereas;

10 beneath each true thwart the posts or stanchions 48 may be permanent,and may in fact be integral extensions of, or be attached to, theopposite upright bars 52 of the structural unit. The bracing units orframes 86 not merely resist side pressure and damaging strain, butprotect the bottom part of the outer hull near the keel from gradualbending and damage by the weight of the boat as when resting on itskeel, the units 86 acting to distribute the boat weight over an extendedhull area through the low crossbars 90, 98, which receive th strainthrough the uprights 88, 92 from the thwart beam 8i, which in turn isrigid with the inner and outer hulls and the bulkheads.

The described lifeboat thus achieves the advantages already set forth;and it has the important further advantage of being rat-proof. The airtanks are built-in, leaving no concealed crevices as with separate tanksfastened in. Every space and corner is easily inspected and cleaned out.When the floor is lifted out the central bottom well or trough is fullyexposed to access, the structures or units therein being spaced wellapart and of open construction, facilitating a complete view and readycleaning. For similar reasons thorough overhauling, repairing andpainting of the lifeboat are facilitated.

What is claimed is:

1. In a lifeboat of the kind specified having a sheet-metal outer hullwith sides converging to the bow and stern ends between keel andgunwale, and a permanent sheet metal inner hull comprising at itsopposite sides stepped structures of risers and treads tightly joined tothe outer hull therewith to form longitudinal buoyancy tanks, and sodisposed that straight lines tween keel and gunwale intersect everyriser and tread while the top treads afford peripheral seating benches;and in combination therewith a series of spaced-apart cross benches ator near the top tread level; those cross benches which are locatedbeyond the midships length of the boat, nearer to the boat ends, beingpermanent bracing thwarts extending from hull side to side and spacedwell apart longitudinally from each other leaving the midship space freeof permanent thwarts; and all of those cross benches located within themidships being abridged well short of such top treads thereby providingsubstantial access gaps between such benches and the inner hullstructures, and said abridged cross benches each having underneathsupporting posts spaced inwards of the bench ends; and detachablemounting means for said abridged cross benches and supporting postspermitting ready removal thereof from above the floor level forconverting the boat to afford a long and wide midship floor spacesubstantially clear of obstruction.

2. A lifeboat as in claim 1 and wherein for each depending post of eachabridged cross bench is a permanent upright socket member below floorlevel to receive such post, and means to position and lock or unlock thepost lower end therein.

3. A lifeboat as in claim 1 and wherein, in the space or well betweeninner hull risers below the top risers is provided a series of hullbracing units comprising thwart beams extending from riser to riserresisting collapse.

4. In a lifeboat of the kind specified having a sheet-metal outer hullwith sides converging to the bow and stern ends between keel andgunwale, and a permanent sheet metal inner hull comprising at itsopposite sides stepped structures of risers and treads tightly joined tothe outer hull therewith to form longitudinal buoyancy tanks and betweentheir lowest risers defining a central Well; and in combinationtherewith a series of spaced-apart cross benches at or near the toptread level, all of those cross benches which are located within themidships length of the boat being abridged well short of such top treadsthereby providing substantial access gaps between such benches and theinner hull structures, and said. abridged cross benches each havingunderneath supporting means spaced well inwards from the inner hull;whereby passage is provided through such access gaps at least wideenough for depositing oars, spars and the like therethrough into thestowage space between the bench supporting means and the inner hull.

5. A lifeboat as in claim 4 and wherein, located beyond the midshipslength towards the bow and stern are cross benches constituting bracingthwarts extending from one side hull to the other.

6. A lifeboat as in claim 4 and wherein, along the midships length ofthe boat, are a series of low cross-bracing units comprising thwartbeams located between opposite risers below the top risers andmaintaining the hull in effective resistance to lateral pressure.

'7. In a lifeboat of the kind specified having a sheet-metal outer hullwith sides converging to the bow and stern ends between keel and gunwaleand a permanent sheet metal inner hull comprising at its opposite sidesstepped structures of risers and treads tightly joined to the outer hulltherewith to form longitudinal buoyancy tanks; and in combinationtherewith a series of spaced-apart cross benches at or near the toptread level; those cross benches which are located beyond the midshipslength of the boat, nearer to the boat ends, being permanent bracingthwarts extending from hull side to side and spaced well apartlongitudinally from each other leaving the midship space free ofpermanent thwarts; and all of those cross benches located within themidships having detachable mounting means permitting ready removalthereof from above the floor level for converting the boat to afford along and wide midship floor space substantially clear of obstruction;together with a series of low bracing units spaced along the midshiplength of the boat, each including a thwart beam permanently fixedbetween opposite risers of the inner hull lower than the top treads andrisers thereof.

8. In a lifeboat of the kind specified having a sheet-metal outer hullwith sides converging to the bow and stern ends between keel andgunwale, and a permanent sheet metal inner hull comprising at itsopposite sides stepped structures of risers and treads tightly joined tothe outer hull therewith to form longitudinal buoyancy tanks and betweentheir lowest risers defining a central well; and a supplementalpermanent bracing means comprising one or more rigid units each mountedin the well or space between two opposite hull risers below the toprisers, said unit comprising a thwart beam set crosswise between saidtwo risers to resist compression and stiffen the hull, and associatedmeans holding the thwart beam in place.

9. A lifeboat as in claim 8 and wherein there is a series of such spacedunits with bracing thwart beams at the top sides thereof, and a flooringoverlying and supported by such series of thwart beams.

10. In a lifeboat of the kind specified having a sheet-metal outer hullwith sides converging to the bow and stern ends between keel and gunwaleand a permanent sheet metal inner hull comprising at its opposite sidesstepped structures of risers and treads tightly joined to the outer hulltherewith to form longitudinal buoyancy tanks and between their lowestrisers defining a central well; and a permanent hull bracing meanscomprising a series of unitary rigid structures each mounted in thewell; each such structure being a built-up open frame of interconnectedstructural bars, the top bar being a thwart beam set crosswise betweenthe opposite risers defining the well and resisting compression.

11. A lifeboat as in claim 10 and wherein the bracing frame comprises,associated with said thwart beam set crosswise at the top, a bottomcrossbar spanning the well and bearing down on the outer hull bottom andapertured centrally to afford a limber hole, a central upright stanchionattached above to the thwart beam middle and below connected to andbearing down centrally on the bottom crossbar, and side uprightsadjacent to the risers defining the well and attached above to thethwart beam ends and below connected to bear down on the outer ends ofthe bottom crossbar.

12. A lifeboat as in claim 10 and wherein the bracing frame comprises,associated with said thwart beam set crosswise at the top, a bottomcrossbar spanning the well and bearing down on the outer hull bottom andapertured centrally to afford a limber hole, a central upright stanchionattached above to the thwart beam middle and below connected to andbearing down centrally on the bottom crossbar, and side uprightsadjacent to the risers defining the well and attached above to thethwart beam ends and below connected to bear down on the outer ends ofthe bottom crossbar; the bottom crossbar consisting of two bars one ateach side of the center and bevelled to leave a limber hole; and aheadpiece to which said two bars at their inner ends are connected tosaid stanchion at its lower end.

13. A lifeboat as in claim 11 and wherein by the recited bracingstructures the thwart beams thereof brace the inner and outer hullsagainst compression strains, while the arrangement of uprights extendingfrom the thwart beam down to the bottom crossbar acts through the latterto distribute the weight of the boat over a wide area of bottom, thusprotecting the bottom against progressive damage by the bending tendencynear the keel when the boat is resting thereon.

14. A lifeboat as in claim 8 and wherein the buoyancy tanks between saidouter and inner hulls are subdivided by longitudinally spaced bulkheads,and the bracing thwart beams are spaced apart in positions for each tostand in alinement with a bulkhead at each side of the well.

15. A lifeboat as in claim 10 and wherein the buoyancy tanks betweensaid outer and inner hulls are subdivided by longitudinally spacedbulkheads, and the bracing thwart beams are spaced apart in positionsfor each to stand in alinement with a bulkhead at each side of the well.

16. In a lifeboat of the kind specified having a sheet-metal outer hullwith sides converging to the bow and stern ends between keel and gunwaleand a permanent sheet metal inner hull comprising at its opposite sidesstepped structures of risers and. treads tightly joined to the 13 outerhull therewith to form longitudinal buoyancy tanks and between theirlowest risers defining a central well, the topmost treads constitutinglongitudinal peripheral seating benches, and a system of cross benchesat substantially top tread level, at least the endmost cross benchesbeing bracing thwarts extending between the topmost risers of thestepped inner hull; and in combination therewith an axially disposedseat of substantially double width located between an endmost thwart andthe boat end, but so limited in width and longitudinal length as toleave passageway for circulation of occupants between said axial seatand the peripheral seating at that end of the boat, said axial seathaving one end of it hinged to the adjacent thwart thereby to beswingable up and over to inverted position above the thwart; and astorage box carried by said hinged axial seat and secured to the underside thereof, whereby the box is swingable upward with the seat and thusrendered easily accessible.

17. In a lifeboat of the kind specified having a sheet-metal outer hullwith sides converging to the bow and stern ends between keel and gunwaleand a permanent sheet-metal inner hull having each of its opposite sidestightly joined to the outer hull therewith to form longitudinal buoyancytanks, the topmost portions of which afiord longitudinalperipheral-seating benches, and a system of cross bracing elementsincluding at least one end thwart extending between the hull sides at alocation between one end and the midships of the boat; and incombination therewith an axially disposed seat of substantially doublewidth located between said end thwart and the boat end, but so limitedin width and longitudinal length as to leave ample passageway forcirculation of occupants between said axial seat and the peripheralseating at that end of the boat; said axial seat having one end of ithinged to the adjacent end thwart thereby to be swingable up and overand down to inverted position above the thwart; and a storage boxcarried by said hinged axial seat and secured to the under side thereof,whereby the box is swingable upward and over with the seat and thusrendered easily accessible; and said box being of such height that innormal position it reaches down to the boat floor and thus gives supportto the free end of the hinged bench.

18. In a lifeboat of the kind specified having peripheral and crossbenches, a means for stowing life-preservers or like equipment for quickaccess, comprising, mounted at the under side of a fixed bench havingample open space beneath it, an inverted box having its open sidedownward, through which bottom the equipment can be inserted andremoved; and a retractible support member, slidingly mounted at theunder side of the box, the same adapted to be set across the open lowerside of the box thereby to confine and give support to the equipment andto be pulled laterally out of supporting position thereby to dischargethe equipment by gravity upon the boat floor.

19. In a lifeboat of the kind specified having a sheet-metal outer hullwith sides converging to the bow and stern ends between keel and gunwaleand a permanent sheet-metal inner hull comprising at its opposite sidesstepped structures of risers and treads tightly joined to the outer hulltherewith to form longitudinal buoyancy tanks and so disposed thatstraight lines between keel and gunwale intersect every riser and treadwhile the top treads afiord peripheral seating benches; and incombination therewith a series of spaced-apart cross benches at or nearthe top tread level; those cross benches which are located within themidships having detachable mounting means permitting ready removalthereof from above the floor level for converting the boat to afford along and wide midship floor space substantially clear of obstruction;together with a series of low bracing units spaced along the midshiplength of the boat, each including a thwart beam permanently fixedbetween opposite risers of the inner hull lower than the top treads andrisers thereof.

WILLIAM E. ELLING.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 277,269 Gray May 8, 1883 658,498Coston Sept. 25, 1900 1,117,439 Pitt Nov. 1'7, 1914 1,183,647 Joyce May16, 1916 1,250,560 Chase Dec. 18, 1917 2,328,437 Elling Aug. 31, 1943FOREIGN PATENTS Number Country Date 13,810 Great Britain June 8, 1914350,536 Great Britain June 12, 1931

